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('No Mor iel.) H O T I 6 Sheets-Sheet 1 FARE INDICATOR. REGISTER, AND RECORDER.

N0. 5,56,51 90. Patented Mar g l, I896.

76,7 Me aw AN DR'EW B-BRAMM. PHUTOUTHQWASHINGION. D.C.

(No Model.) JONDETI 6 Sheets-Sheet 2.

FARE INDICATOR, REGISTER, AND RECORDER.

.No. 556,890. PEKLented Mari 24, 1896.

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(No Model.)

H JONDET 6 Sheets-Sheet 3. FARE INDICATOR, REGISTER, AND RECORDER. No. 556,890. Patented Mar. 24, 1896.

FIGS

W hz email- ANDREW BJSRNIANL PHDTOUTMOWASHINGTONJ C.

(No Model) H JONDET 6 Sheets-Sheet 4.

FARE INDICATOR, REGISTER, AND REGORDER.

No. 556,890 Patented Mar. 24, 1896. j

FIGS

AN DREW B GRAHAM. PHOTO-UHF], WASHIN GTDN. D C

(No Model.) 6 SheetsSheet 5.

H. JONDET.

FARE INDICATOR, REGISTER, AND RECORD-ER.

No. 556,890. Patented Mar. 24, 1896.

W v J72 Van/w.-

mmg -5 sag/6W UNITED STATES PATENT OFFICE.

HENRI JONDET, OF PARIS, FRANCE.

FARE INDICATOR, REGISTER, AND RECORDER.

SPECIFICATION forming part of Letters Patent No. 556,890, dated March 24, 1896.

Application filed December 28,1892. Serial No. 456,611. (No model.) Patented in France April 22, 1892,110. 215,669.

To all whom it may concern:

Be it known that I, HENRI JONDET, a citizen of the French Republic, residing in Paris, France, have invented certain new and use ful Improvements in Vehicle Fare and Distance Indicators, (for which a patent has been granted in France, No. 215,669, dated April 22, 1892,) of which the following is a specification.

This invention relates to certain new and useful improvements in fare indicators and registers, and has for its object to provide a device of this character for use in public conveyances, as cabs, carriages, &c.,which shall fulfill certain prescribed regulationssuch, for instance, as those imposed 011 such vehicles in the city of Paris, Francewhieh regulations I will first briefly recite, premising, however, that they may be considerably changed without material departure from the spirit of my invention. These regulations are as follows: The condition of the vehicle at all times shall be indicated, as by the words Let, Free, or Slow, this last implying that the passenger has instructed the driver to proceed slowly, in which case we will suppose the pace set to be at about two kilometers per hour. Each time the carriage is engaged the passengeris taxed a certain-fee say, for instance, fifty centirneswhether the driver be instructed to proceed slowly or not. In case the passenger does not wish to be driven slowly,but merely engages the carriage under ordinary circumstances, we will suppose the speed to be about eight kilometers per hour, and the fare is charged by distance actually traveled, say twenty-five centimes per kilometer or two francs per hour, and when the driver is instructed to proceed slowly the fare is the samenamely, two francs per hour. Vhen the passenger desires the driver to stop, Whether the carriage is engaged by time or by distance, the fare is charged and registered at the rate of two francs per hour during the whole time thus consumed. Thus it will be observed that it is essential that the device should not only register while the conveyance is in motion, but also while at rest. Thus, therefore, when a passenger enters the conveyance and engages the same under the normal conditions the driver immcdiatcly indicates Let, and the apparatus automatically indicates seventy-five centimes as the amount then payable, this being the fee of fifty centimes plus an extra fee of twenty-five centimes designed to cover any fraction of a kilometer remaining over and above the exact number of kilometers traveled, which fraction will not be indicated by the apparatus otherwise. At the end of one kilometer traveled the apparatus still indicates seventy-five centimes as the fare payable; but after one kilometer has been completed and the second kilometer commenced the apparatus indicates one franc as the fare payable. Should a stop, say, of an hours duration be made, the apparatus will indicate an extra fare of two francs to be paid. Thus it will be seen that charge is made both by time and by distance, and the device is so constructed that if the speed should exceed eight kilometers per hour the fare will be registered and indicated according to the distance actually traveled and will exceed two francs per hour; but, on the contrary, should the speed of the carriage fall below a specified limit the fare will be charged at the rate of two francs per hour. The minimum speed of the vehicle at which two francs per hour will be registered and indicated as the fare by the apparatus as herein shown is two kilometers per hour, and should the speed fall below two kilometers per hour the mechanism is so arranged that the fare will be registered and indicated at the rate of two francs per hour thereafter and until the speed again rises above the said limit, no matter whether the vehicle be engaged by time or by distance.

I will now proceed with the description of the device as to its detailed construction with reference to the accompanying drawings, wherein-- Figure 1 is a rear view of the apparatus, the back wall of the casing being removed and the parts of the apparatus being in the posi tion occupied when the conveyance is let or engaged. Fig. 2 is a section of the righthand portion of the device, taken substantially along the line 2 2 in Fig. 5 and showing certain parts of the mechanism lying in front of those seen at the right-hand side in Fig. 1. Fig. 3 is a side view of the controlling-plate of the device, this plate appearing at the lefthand side of Fig. 1. Fig. 4 is a vertical section along the line 4: 4c in Fig. 1, and Fig. 5 is a similar section along line 5 5 in the same figure. right-hand portion of the device, this plan bein g taken at the level of line 6 (i in Figs. 1 and 5, the parts of the device above said line bein g omitted. Fig. 7 is a plan view of the mechanism at the upper part of the device, the easing being omitted. Fig. 8 is a partial horizontal section along line 8 8 in Fig. 1; and Fig. 9 is a horizontal section taken along the line 9 f) in Figs. 1, 3, and 1. Fig. 10 is aview showing, on a small scale, a face view of the device with the exterior mechanism omitted. Figs. 11 and 12 are views showing, in plan and front elevation, respectively, the mech anism for producing the impulse to register the distance traveled by the vehicle. Fig. 13 is a view of the left-hand side of one of the units-registering wheels; and Fig. 14 a 1011 gitudinal section taken axially through the units, tens, and hundreds registering wheels. Fig. 15 is a view showing the right-hand side of the units-registering wheel, and Fig. 16 is a view showing the left-hand side of the tensregistering wheel. Fig. 17 is a vertical sectional View showing the arrangement of the slide for indicating the condition of the vehicle. Fig. 18 is a view showing the form of the tape or strip of paper whereon the indications of the mechanism are recorded, and Fi 19 is a view showing a detail of construetion of the drum whereon the record-strip is arranged. Fig. 20 is a view representing a vehicle provided with my improved mechanism and showing the means employed for actuating the same from the wheels of the vehicle. Fig. 2 1 is a fragmentary detail view showin g the worm on the hind wheel of the vehicle; and Fig. 22 is a side view showing the bear in g for the actuating-shaft and the said shaft provided with its worm-wheel to engage the worm on the vehicle-wheel. Fig. 23 is a transverse section taken through the shaft on line 23 23 in Fig. 22. Figs. 21 and 25 are views taken at right angles to each other, showing one of the joints in the actuating-shaft; and Fig. 20 is a side view showing the gearing between two sections of said shaft. Figs. 27 and 28 are views similar to Figs. 2-1 and 25, showing another form of the joint in the actuating-shaft.

The general action of the device is controlled by the driver of the conveyance by means of a lever V, Figs. 1 and 20, pivoted to the casing of the apparatus at i. and playing in a suitable guide i which is provided with three notches, corresponding to the three different positions in which the lever V is to be set by the driver according to the condition of the vehicle provided with my improved apparatus, in the notches of which guide the said lever is held by the friction of a leafspring 1 as seen in Fig. 1. As seen in Fig. 20, the lower end of this lever V is connected by a link 25 to the lower end of the controlling Fig. 6 is a partial plan view of the bar or slide D, which plays up through an opening in the bottom of the easing into the interior thereof, as seen at the left-hand side in Figs. 1 and 10. At its upper end, within the casing, this controlling-bar D is bolted at D, as seen in Figs. 1 and 3, to a slide-plate E, mounted to slide on the outer side of a plate F arranged Vertically inside the casing and forming a part of the internal framework thereof.

In order to provide for the vertical movement of the slide-plate E, the plate F is provided with two headed lugs or studs e Fig. 3, adapted to guide the plate E at one side, and with bolts 6 passing through a 1011 git'udinal slot 6 formed in the said slide-plate E. Thus it will be seen that being fixed to the controlling-bar D, which is operated from the handle V, the slide-plate E has three positionsthat is, first, a lowered position,when the lever V engages the lowermost notch in its guide i the carriage being then disengaged or free; second, a partially-elevated or intermediate position, when said lever V engages the central notch in its guide and the carriage is let or engaged under the normal conditions, the passenger paying by distance While the carriage is in motion and by time when stopped awaiting orders, and, third, an extreme elevated position, when the lever V engages the upper notch in its guide and the carriage is let and the fare payable by time at the rate of two francs per hour.

A and B represent two spring-barrels having squared arbors A B adapted to receive a key whereby they may be wound up in an ordinary manner. These barrels are mounted in an internal framework arranged within the casing of the device, as indicated in Figs. 1, 2, and 5. As seen in the latter view, Fig. 5, the barrel A is geared to the arbor of a clock 0 by an ordinary clock-train O the dial of said clock 0 being arranged outside the casing, as seen in Fig. 10, whereby the passenger may note the lapse of time and be assured of the correct action of the apparatus.

The barrel 13 operates, as will be hereinafter explained, the mechanism for indicating the fare to be paid, whether at the rate of twenty-five centimes for each kilometer actually traveled or at the rate of two francs per hour or twenty-five centimes per seven and a half minutes or more (not in excess of twentyfive centimes per fifteen minutes) when the carriage is proceeding at a speed slower than two kilometers per hour when engaged by time, or when the carriage is stopped waiting the order of the passenger when engaged under the normal conditions.

In order to actuate the distance-registering devices the movement of the wheels of the carriage is communicated through certain intermediate gearing (to be hereinafter referred to) to a shaft or spindle K, (seen in Fig. 10 and at the right-hand side in Fig. 1,) which spindle is mounted vertically in bearings in the casing with its lower end project in g therefrom, and said spindle K communicates its movement to suitable gearing within the casing in such a manner that when the carriage is engaged by distance, or under normal conditions, the movement of the barrel B, which actuates the fare indicating and registering mechanism, is controlled by said spindle, so that the fare is charged according to the distance actually traveled.

The lower portion of the spindle K inside the casing is provided with a screw or worm 7. with which meshes aworm-wheel (Z, loosely mounted on a shaft or spindle c, as seen at the right in Figs. 1 and 8. As seen in the de tail views, Figs. 11 and 12, the shaft 0 is driven from the wheel (1, when the carriage is moving forward, through the engagement of a pair of spring-pawls a mounted thereon with the teeth of a ratchet-wheel c fixed on said shaft 0; but when the carriage backs it is evident that the pawls c ride over the teeth of said ratchet-wheel and impart no movement to shaft 0.

Fixed on the opposite end of the spindle or shaft 0 is a disk on, Fig. 11, provided on each of its opposite faces with four pins or studs m, (see Figs. 2, 8, and 11,) one set of which pins m engages, Figs. 2 and 8, as the disk m rotates, with a stud or projection I mounted sidewise on one end of a lever L, pivoted on a pivot-pin Z, Figs. 5 and 8, supported on the wall or side of the apparatus nearest the passenger, the opposite end of said lever being arranged under a pin on projecting sidewise from the free end of a lever M, pivoted at m on the casing, Figs. 1, 2, and 8, the opposite end of which lever is provided with a laterally-proj ecting pin in" passing through a perforation in a projection a Figs. 4 and S, on the lower end of a slide-plate u guided on the plate F, Figs. 4: and 9, on the opposite side thereof from slideplate E. Mounted on the under side of the lever L, Fig. 2, is a spring-buffer Z one end of which is arranged in the path of the pins m, whereby too sudden movement of the disk on is prevented. The motion of disk m is in the direction indicated by the arrow b in Fig. 2, and it will be seen by inspection of said figure that before the pins in can act on the lever L the buffer Z must first be pushed back to compress its spring.

Each impulse imparted to the lever M draws down the slide-plate it toward the base of the casing, whereby a stop 1), Fig. i, on the slideplate to is disengaged from one of a series of pins g on the star-wheel f 11 on the spindle h carrying the disks G, G, and G Fig. 1, indicating the distance traveled, as will be hereinafter more fully described, and leaving the said star-wl1eelf ,which is rotatably mounted between the vertical plates F and S of the internal framework in a manner similar to that shown in Fig. 14:, free to turn, and at the same time a spring-pawl 00, Fig. 4E, mounted on said slide-plate it, yields and rides over one of the series of pins 9 mounted on said starwheel f \Vhen a pin m has passed the projection Z on lever L (this takes place at the end of every kilometer traveled) the slideplate to is retracted to its original position by a spring 1 and moves sharply upward, the pawl 50 engaging under one of the pins g on the star-wheel f of the wheel G, whereby said wheel is rotated to the extent of oneeighth of a complete rotation, thus indicating at a glazed opening G in the casing, Fig. 10, the distance traveled.

The upper end of spindle K is provided with a second screw or worm, is, with which gears a worm-wheel z, hereinafter termed the kilometer-wheel, on the shaft Z5 of which wheel is fixed a pinion z meshing with a gearwheel h, Figs. 1 and 6, which latter transmits its motion to a pinion 1/ through the intermediation of wheels I) 12 mounted loosely on the arbor c of clock 0, as clearly seen in Fig. 5. These wheels 12 and b are geared together by a pawl-and-ratchet mechanism similar to that employed for connecting the wheels 61 and c and for a similar purposenamely, of permitting the carriage to be backed. This arrangement also permits the clockwork to register the fare by time when the vehicle is waiting or when traveling at such a rate that the wheel b rotates faster than the wheel b On the shaft Z9 of the pinion b is a disk 1' (see Figs. 1 and 6) carrying four pins t, each corresponding to twenty-five centimes, the fare for one kilometer, and this disk is toothed about its periphery and is prevented from backward rotation by a leaf-spring 13 which engages with these teeth.

The pins 2" act in succession on the upper end of an elbow-lever 0, pivoted at 0, Figs. 1 and 5, the opposite end of which is provided with a finger 0 playing in'a groove 0 in the internal framework of the casing, as seen in dotted lines in Fig. 1, the object of said groove being to limit the movement of said lever 0.

Vhen lever o is tilted on its pivot, its lower extremity lifts a second curved lever, 19, pivoted at 79 to the casing above the lever 0 and provided with two depending lingers p and 19 the former of which fingers, 19, engages, when lever 19 is lowered, a notch g in a wheel 9 on the spindle Q22, (see Figs. 1 and 2,) and the latter of which fingers, p lies, when the said lever 19 is in its lowermost position, in the path of a pin or stud b fixed on a gear-wheel b, which through the intermediation of suitable gearing moves the fan or regulator N, Fig. 2.

The spring-barrel B, Fig. 2, is provided with teeth which gear with a pinion b, which in turn gears with the wheel I) mounted on a shaft 5 supported in the inner framework. Upon this shaft are also mounted the Wheels g and c", Fig. 5, between which is the stop f, the purpose of which will be hereinafter explained. Upon the same shaft 9 are also mounted the bevel-gear 0 meshing with the bevelgear 0 upon the shaft 0 and the pinion 0 The latter is part of the train of regulating mechanism for regulating the rotation of the shaft Q22 from the fan (7 which operates through the gears (1 d d 7), and 0 Thus it will be seen that when the lever 19 has been elevated, wheels g and I) being set free, the spring-barrel Bis permitted to turn and impart movement to the shaft 0 set at right angles to the axis of the barrel B, as seen in Figs. 1 and 5, by the train of gearing b I) 0 0 and this movement is governed by the fan or regulator 11 as already explained. lVhen the pin 1', which has effected this disengagement, ceases to act on the lever 0, the finger p of the lever 29 again falls into the notch g of wheel 9 and at the same time causes the pin 11 of the wheel I) to stop against the finger 19 thus effectually locking the barrel 13 against further movement.

At each release, effected as has just been described, the wheel g makes one complete rotation, and said wheel g is in one piece with the bevel-gear 0 as seen in Figs. 2 and 5, which bevel-gearbeing of equal diameter with the bevel-gear o with which it is in engagement, it follows that the shaft 0 on which wheel o is mounted, will also rotate once at each release, corresponding to twenty-five centimes of the fare to be indicated. This shaft 0 is journaled in the frame F and a bracket 0 attached to the clock-frame, and its rotations are transmitted by means of the wheel (1 near its end, Figs. 1 and 4, and the wheel 61 gearing therewith to the cam 61 attached to the shaft of the wheel 61 This shaft is supported in bearings in the plate F and the bracket (Z attached thereto. On this cam, Fig. 4, rides the roller (Z mounted on the vertically-sliding plate (1 working between guides on the plate F beside the plate u, as seen in Figs. 4 and 9. Vhen the cam 61 has completed its rotation, the slide-plate (Z is forced sharply downward by its retracting-springs (Z in much the same manner as the slide it. In its rise a catch q mounted thereon and actuated by a spring q, Figs. 1 and 4,- yields; but in the descent of the said slide-plate cl this catch (1 strikes against one of a series of eight pins g" on the teeth of an eight-pointed star-wheel f fixed on the units fare-registering wheel H and causes said disk to move forward one-eighth of a rotation, corresponding to twenty-five centimes, the said wheel H, when the slide-plate d is in its normal or lowered position, (seen in Fig. 4,) being prevented from turning by the engagement of a stop h on said slide-plate d with one of said series of eight pins g of said starwheel f on the wheel.

These fare-registering wheels H H H are constructed and disposed in relation to each other, as are likewise the distance-registering wheels G, G and G as seen in the detail views, Figs. 13 to 16, which are, respectively: Fig. 13, a left-side view of the units-wheel H; Fig. 14, a longitudinal section through the three wheels H, H and H as seen from the rear; Fig. 15, a right-side view of the wheel H or H", and Fig. 16 a left-side view of wheel H, H being exactly similar to H.

As the wheels G G G are constructed and operate exactly like wheels H, H and 11 ,1 will not enter into a detailed description of them herein, nor have I shown them in detail. W here shown the parts of wheels G, G and G are lettered similarly to the similar parts of wheels H, H and H The wheels H H H are entirely independent of one another and are each loosely mounted on the common shaft or spindle 7b. The units-wheel H has its periphery divided into eight divisions, corresponding to the eight points of its star-wheel f", said divisions being marked, respectively, O, 25c, 500., 750., 0, 25c, 500., 7 50., which numbers appear successively at a glazed aperture H in the casing, Fig. 10, as the disk is rotated and the fare increased.

Between the units-wheel H and the starwheel f thereof, as well as between the wheels H and H G and G, and G and G and their respective star-wheels, is interposed, as seen in Figs. 13, 14, and 16, a heartshaped campiece f of tempered steel, the function of which will be explained hereinafter, and on the left-hand side of each of the first two wheels of each series H and G opposite to said cam-piece f, as seen in Figs. 14 and 15, is pivoted a spring-finger f the function of which is to communicate the movement of the units-wheel H or G and of the tens-wheel H or G to the respective tens and hundreds wheels of the fare and distance registering series. To this end, as seen in Fig. 14, the shafts or spindles h are made longitudinally movable in their bearings in plates F and S, being held normally pressed to the left or toward the plate F by a leaf-spring m Figs. 1 and 14, and the ends of said spindles which project through plate F are arranged in the same vertical plane and in the path of two slots or grooves 6 formed in the slide-plate E. These slots or grooves e have, as clearly seen in Fig. 14, beveled upper ends 6 which, as the said slide-plate E is reciprocated longitudinally, as before explained, moves said spindles endwise. \Vhen the slide-plate is lowered, the carriage being then free, the spindles h are forced toward the right or through the plate S, but when the said slideplate is raised, the carriage being then engaged either under the normal conditions or otherwise, said spindles h are projected by springs m through the slots 6 and assume the position seen in Fig. 14. In order to prevent the spindles h from rotating with either of the wheels H or G, each of said spindles is squared at its inner end and fits a squared socket in plate S, as seen in Fig. 14.

The spindles h are each provided with a pin extending diametrically through it, the opposite projecting ends f (see Fig. 15) thereof being arranged in the path of an arm f on the spring-finger f whereby said finger will be turned on its pivot at each half-rotation of the units-wheel. The star-wheelf, mounted on the adjacent end of the tens-wheel H, has ten points, each of which bears a pin or stud g arranged in position to be engaged by the extremity of the spring-finger f when the same is turned on its pivot. The pins f are arranged in such a position along the spindles 7t as to lie, when the said spindles are pushed over to the right, beyond the path of the arm f X on spring-finger f but when the carriage is engaged and said spindles are moved by spring m toward the left (the position seen in Fig. l i) said pins f lie in the path of said arm f and thus serve to operate the finger f whereby the tenswheel is actuated.

In order to communicate the movement of the tens-wheel II to the hundreds-wheel II a similar arrangement to that just described is employed; but, as it is intended that the tens-wheel shall rotate ten times while the hundreds-wheel rotates once, only one of the pins f is provided between the said wheels. Thus it will be seen that at the end of each kilometer the distance-indicating wheels G G G will be impelled to indicate the additional kilometer traveled by the vehicle, and also the fare-indicating wheel H will be similarly impelled to indicate the additional fare for such distance.

In order that the proprietor may be able to ascertain at the end of the day the exact fare which has been collected by the driver, I have provided mechanism (hereinafter termed the totalizer for registering the exact number of kilometers traveled, as well as the exact fares indicated by the mechanism as above described, and this mechanism I will now proceed to describe.

Mounted on a shaft 1 in the casing, as seen at the right in Fig. 2, is a worm-wheel g" rotating in a plane at right angles to the wormwheel .2 and also in gear with the screw 75 on the spindle K, and on this wheel g is mounted a pin or stud a, which in the rotation of said wheel 9" when the carriage is advancing strikes under the free end of a spring-finger g pivotally attached to the one end of an elbow-lever g pivoted to the internal framework of the apparatus, thus actuating the lever, which ultimately rotates the distancetotalizing disks a but when the carriage is backed this pin a strikes upon the opposite side of said spring-finger and passes the same without actuating the said lever The opposite end of lever bears against one end of a second lever a, also pivoted to the internal framework, and when actuated by pin a on lever imparts its movement to said lever a The opposite end of lever a is provided with a spring nose or finger a similar to the finger on lever 9 which nose engages, when the said lever is actuated, one of a series of ten pins a mounted on the units-disk a of the distance-totalizer, said lever a being provided with a retracting-spring .2

The distance-totalizer, as seen in Figs. 2 and 7, is composed of two disks a a each numbered from to 0, the units-disk being secured on the shaft Q1 of the disk a journaled in the frame, which also bears a star-wheel a on which is fixed a pin a", which in its rotation strikes a star-wheel a mounted on the shaft (N of the second or tens disk a of the distanee-totalizer and causes the same to move through one-tenth of a rotation for each complete rotation of the units-disk. Excessive rotation of these disks a a is prevented by springs ct (see Figs. 2 and 7,) which engage the teeth of the star-wheels, and said disks may be returned to zero at the end of each day or other suitable time by turning by hand the spindles of the disks, each of which is provided with a button a, as clearly seen. Thus it will be seen that the distance -totalizer indicates at the close of each day the total number of kilometers traveled by the vehicle provided with my improved indicating and registering apparatus, the total number of kilometers appearing in succession at a glazed aperture P in the easing. (See Fig. 10.)

In order to transmit to the totalizer the various amounts indicated on the apparatus as the conveyance proceeds, so that at the end of the day the proprietor may determine the exact amount of fare received, I mount on the slide-plate 61 as seen in Fig. 1, at the left, and in Fig. 4:, a pin f having a spring finger f pivoted to its end, which finger, as the said slide-plate (Z is reciproeated in its guides, as heretofore explained, engages one of a series of eight pins r mounted on a starwheel 1'' (see Figs. 1 and 7 fixed on the shaft I of the centime-disk I of the fare-totalizer. This centime-disk I is rotated one-eighth of a rotation at each reciprocation of the slideplate d, which, as before stated, occurs at the end of each kilometer traveled, or at the lapse of each seven and a half minutes of time when the carriage is running at a speed of two kilometers per hour or is awaiting the orders of the passenger.

As above stated, at each fresh start of the conveyance a fee of fifty centimes is charged, which, with the fare for one fractional kilometer, amounts to seventyfive centimes, and it will be understood that it is essential that this shall be registered upon the totalizer in some other manner. For this purpose the pins 5 s on slide-plate E, and having springfingers 8X, are employed. In the reciprocation of said slide-plateE saidfingers 3 strike successively on the pins r 011 a disk 1' on shaft I Figs. 1 and 7, causing the eentime-disk I of the totalizerto rotate and register seventyfive centimes, this being the fee of fifty centimes plus the fare for the first kilometer.

The star-wheel r on the disk I is provided at diametrically-opposite points on that face opposite pins 7", Fig. 7, with pins engaging successively the teeth of a star wheel 4' mounted on the shaft l of the second or tens disk 1, whereby this latter disk is caused to move one-tenth of a rotation at each half-rotation of the disk I, which, like the disk II, is numbered around its periphery 0, 250., 50c. 750., O, 250., 500,750. The star-wheel r of disk 1 imparts its motion in turn to a similar star-wheel r on the shaft I of the disk 1 by means of a single pin 7' fixed thereon, as seen in Fig. 7. In orderto prevent excessive rotation of these disks I 1'1 spring detentblocks are provided, which blocks engage between the teeth of the star-wheels rthereon, as clearly seen in Fig. 1.

The total sums of the distance traveled and of the fares received are indicated through glazed openings in the casing, as seen in Fig. 10, the total distance appearing on the disks a at the openings P and the total fare on the disks 1, l, and l at the openings 0. These apertures O and P while the carriage is in service are closed or covered by a shutter N, Figs. 7 and 10, sliding in vertical guides 01 in the face of the casing. This shutter N is normally locked in position by a bolt 0', Fig. 20, passing through the pivot 0 Fig.7 ,which is attached to a bar or lever o holding the shutter and passes through a hole in the frame of the device, so that the proprietor may at the end of the day unlock the same by the insertion of a suitable key, whereby the said pivot 0 may be taken out of the hole in the frame and the bar 0 released from looking the shutter LT and enabling the same to be raised and the several indications brought into view. It is not thought neces sary to illustrate this locking arrangement fully, as almost any method will answer the purpose, and this does not affect the merit of my invention.

The operation as above described is that which takes place when the carriage is en gaged or let under the normal conditions, or, in other words,when the passenger has given no special instruction to the driver to proceed slowly, and as it is evident that if the driver is unable to keep to the speed of eight kilometers per hour such failure is not chargeable to the passenger,who pays merely for the distance traveled; but under the normal conditions both the actual distance traveled and the fare collected are registered on the totalizers, so that at the end of the day the proprietoris enabled to determine the time wasted by the driver in order to require, if necessary, an account of the cause therefor; but when the passenger has requested the driver to proceed slowly it is, of course, necessary that some other means than the movement of the vehicle be provided to indicate the fare, which still continues to increase at the rate of two francs per hour, no matter what the speed may be, so long as it is not above the normal pace of two kilometers per hour. For this purpose I have provided the mechanism I will now describe.

Mounted on the arbor 0 Figs. 5 and 6, of clock 0 and also on the wheel I) are two ratcheted clutch-disks f the one mounted on wheel 79 being adapted to slide sidewise therewith, so as to be disengaged from the other disk attached to the clock, which are normally held in engagement by a spring h (see Fig. 0) and forming a clutch, which causes the wheel I)" to move, when not other wise actuated, in unison with the clock 0, as will be readily understood. Thus it will be seen that the fare-registering disks II will move on at the rate of two francs per hour, being actuated through the agency of the spring-barrel A and the intermediate mechanisms, while the said clutch-disks f are in engagement.

'When the carriage is let by time, the speed, as above stated, will be two kilometers per hour or less, the apparatus registering the fare at the rate of eight kilometers per hour, since the barrelAof the clock drives the pinion Z2 which effects the release of the barrel B. In this case the wheel Z), Figs. 5 and 6, is turned by the rotation of the clutch-disks f"; but should the speed of the carriage rise above two kilometers per hour these clutchdisks f are disengaged by mechanism which will be presently described, and the fare is again registered from the movement of the carriage.

Mounted on the upper end of the spindle K is a disk g, Figs. 1, 2, and 6, provided with five pins 9 adapted to engage a lug t on a jointed piece If, to the end of which is coupled a lever h (see Figs. 1 and 6,) extending diagonally down and hinged at h to the framework, and provided with projections h at its central portion engaging a sleeve 011 the movable clutch-disk f 011 the clock-arbor 0 Thus it will be seen that the wheels b Z) will,when said clutch-disks f are disengaged from each other, be actuated again directly from the motion of the carriage instead of from the clock-spring A. The mechanism is so timed and the pins 9 on disk g are so arranged that this action takes place freely when the speed of the carriage is above two kilometers per hour, but should the speed again fall below two kilometers per hour the device will be operated again from the clockwork, the mechanism just described for effecting the disengagement of clutch-disks f being thrown out of operation by the devices I will now describe.

The jointed piece t is, as seen in Fig. (3, provided with a weighted or gravity tail t under which engages the end of a lever t, pivoted at with its opposite end 25 arranged in the path of a series of pins a, mounted on a disk or wheel u, forming a part of the clockwork driven from barrel A. The motion of this disk or wheel a and the spacing of pins u are such that the lever t is actuated every thirty seconds to throw the piece t out of the path of the pins g on disk 9. hen

the speed of the carriage is below two kilometers per hour, the piece twill be raised before the pins on disk 9 shall have had time to engage the lug 25 to throw it sufliciently to disengage the clutch-ratchetsf"; but when the speed is higher than two kilometers per hour the pins on disk will of course move correspondingly faster and the disengagement of clutch-disks f will take place.

From the above it will be understood that when the carriage is engaged by time it is essential that the driver shall be careful not to allow the speed to rise above two kilometers per hour.

)Vhen the carriage is disengaged or free, the lever 15 is raised out of the path of pins to by a pin o mounted on a slide-plate r, guided in the front plate of the apparatus, as seen in Figs. 1, 2, 6, and 17, which slide-plate is connected by means of a rod or lever 1', (see Figs. 1 and 2,) pivoted at 1 Figs. 1 and (5, to the frame and extending above and operated by the slide-plate E, whereby when the said slide-plate E is lowered said slideplate "0 is raised and lifts the lever i out of engagement with the pins it. This slideplate '0 bears the inscriptions Free, Let and Slow, in the ordernamed, and is so placed that these inscriptions appear successively in the order named at the aperture R in the front of the casing, Fig. 10, as the handle V is set in either of its three notches.

)Vhen the passenger has engaged the vehicle by time it is of course indispensable that the kilometer-wheel .2 should be put out of operation in order that the apparatus may not indicate the fare according to the distance traveled, but shall indicate the same at the rate of two francs per hour, whether the speed be exactly two kilometers per hour or a little above or below that speed. For this purpose the slide-plate o is provided, as seen more clearly in Fig. 17, with an inclined or beveled stud r which as the slide-plate is lowered by the driver in setting the apparatus to register by time engages and moves longitudinally, as indicated by the arrow .2 in Fig. 6, the shaft of the said kilometer-wheel z to an extent sufficient to throw the same out of engagement with the upper screw 7t" on shaft K. As seen in Figs. 1 and 6, this shaft .2 is provided with a retracting-spring .2 bearing on the end thereof.

From the above explanation it will be seen that while traveling by time at a speed of two kilometers per hour or thereabout, or while the carriage is awaiting orders of the passenger, the apparatus will continue to indicate and register the fare at the rate of two francs per hour, equivalent to the fare for a hypothetical journey of eight kilometers, while during a slow journey at a speed above two kilometers per hour the apparatus will inclicate and register the exact distance traveled and the exact fare therefor.

The check on the driver consists of a strip of chemically-prepared paper a divided off, as seen in Fig. 18, and adapted to be rolled upon a drum 7", as seen in Fig. 5, said drum bracket (12 and serves to guide the crayon i which commences to mark upon the rotating tally-sheet n as soon as the carriage or conveyance is occupied, to effect which result the said crayon is provided at its upper end with a palette m guided and vertically movable along two rods 00, (see Fig. 1,) being normally upheld by springs x arranged beneath it, as clearly seen. A lever 00 pivoted to the frame is provided with a retracting-spring 50 as seen in Fig. 1., and said lever bears at its free end on the said palette :0 whereby the crayon may be depressed. This lever is connected by a spring :0 (see Fig. 1) and a chain (not shown) to the seat of the vehicle in a well-known way, whereby when the seat is occupied said crayon is pressed against the strip a on the rotating drum j. The point 10 is designed to puncture the strip a at the end of each kilometer traveled, and to permit this to be done the drum j is provided in its periphery with two annular grooves j j (Seen in Fig. 5.) The said point 70 is also mounted on the main slide 70 sliding on the bracket 00 and is provided at its upper end with a cross-piece a guided on rods 00 and supported byhelical springs 00 coiled thereon, as seen in Fig. 5. Over the cross-piece m is arranged a horizontal arm k hinged to a pivoted lever k the extremity of which is, as seen in Fig. 1, provided with a spring-finger 7e arranged in the path of a pin or projection a arranged on the lever a whereby when said lever is actuated to impel the totalizer to register a completed kilometer said point 70 will be projected sharply downward, so as to puncture the prepared slip a. The slide y before referred to is mounted on slide 7; and bears the second crayon i This crayon is so mounted and actuated as to take three different positions laterally of the strip a, dependent on the way in which the carriage or vehicle is being used and the way in which the apparatus is set. For this purpose the end of the slide y is bent up at right angles at 11 and this bent-up portion is arranged in the path of an inclined plane 3 actuated by a lever or red 2"", connected to the lever i as seen in Fig. 7. Thus it will be seen that when said lever 2' is operated in setting the apparatus to register by time or otherwise, or when the registering apparatus is thrown altogether out of operation when the carriage is free, the slide y is moved longitudinally in its guides, so as to bring the crayon i to press on the paper it in different longitudinal planes.

When the carriage is let under normal conditions, the position of the crayon i is substantially midway between the crayon i and point W, as indicated in Fig. 5; but when the carriage is engaged by time said crayon is moved toward the left from the position seen in Fig. 5, or toward the crayon 2'. On the contrary, when the carriage is free the end of lever i will be raised, allowing the retracting-spring 1 to draw slide y toward the right, shifting the crayon i toward point \Vhen the vehicle provided with my improved registering and indicating apparatus is put into use in the morningsay at five oclock a. m.the band or strip n is placed in position on the drum 7", with the point of the crayon i bearing thereon opposite the ruled line at 5. (See Fig. 18.) The carriage not being occupied until six oclock a. m., the rotation of the drum j causes the pencil 2'? to travel on the strip in the neighborhood of the point M, which marks the kilometers traveled by the vehicle during that time, as shown by the dotted line 2. hen the passenger enters at six oclock and takes a seat, he causes the crayon 1' to be pressed on the paper and mark a line represented by the dotted line 3. At the same time the driver sets the registering and the recording mechanisms into operation, setting the apparatus, by means of the handle V, to register in the normal way, by distance, whereby the crayon i is caused to take a more central position laterally on the strip n, about midway between the needle 70 and the crayon 2' and marking the dotted line 4. Thus the carriage continues in use until 7.15, the needle recording the kilometers traveled and therefore the fare to be collected by the driver. The passenger leaving the carriage at 7 15 pays the driver F 1.75, having traveled five kilometers, for which F 1.25 are charged, and an additional fifty centimes charged at every time the carriage is hired. The seat being now empty, the crayon i is removed by the spring from the paper, and the driver by again manipulating the handle V causes the crayon i to again take up a position 2'. The carriage is again engaged at eight oclock, and this time by time, and does not go out of the service of this person until five p. m. The crayon 01 again marks the line 3, and the crayon 2' takes up aposition near 17 and marks the line 6, and since at this time the fare is registered by the hours this line passes throughthat is, F 18. The pin also shows the number of kilometers traveled by the vehicle during that time. It will be understood that the strip being coiled about the drum the crayons will continue to mark it, passing over the end at 12.55 and onto the other end at 1, the strip being of such length that these two readings meet.

The operation as above described continues until the hour of five p. 1n. is reached, when it is evident that it is essential that the position of the crayons must be moved laterally of sheet 72 in order that the record previously made may not be obscured. To accomplish this shifting, the drum j is provided about its inner side with a projecting annular flan go or rim 713 (see Figs. 5 and 19,) in which is provided a notch 75, which in arranging the strip or has been placed substantially opposite the ruling 5, as indicated.

Projecting from the under side of the slide k through a slot in guide-plate 00 is a pin or stud 7a, which bears against the outer side of the rim 7t", as seen in Fig. 5, until the hour of live p. m. is reached, when said pin is proj ected through the notch 70" in said rim by the retract-ion of a spring "0 (seen in Fig. 5,) one end of which is connected to the bracket 9: and the other end of which is attached to a stud projecting from the under side of the slide 76 through a slot formed in the guide or bracket 00 which slot also acts as a limitingstop for the prevention of the excessive movement of the said slide 7;.

To reset to zero it is evident that when the carriage is not in use and the slide-plate E is lowered the spindles h, Fig. 14, will be shifted longitudinally in their bearings in plates F and S, whereby the wheels H and G thereon will be unlocked from engagement with their multiple-disks H H and G G respectively and left free for independent movement, and in order to return the said wheels to the zeropoint at the end of each trip of the carriage or conveyance I have provided the two pins or studs 6, Figs. 1, 3 and 4, which are mounted on said slide-plate E and engage pivoted forked levers or rakes s mounted on plates F and S, as seen in Figs. 1 and 4:, which rakes have fingers projecting between the several wheels Gr and H and engaging the heart-shaped cams f before referred to, 011 said wheels. Thus whenever the driver manipulates the handle V to move plate E to its lowermost position the studs e on said plate strike against rakes s and cause the fingers of said rakes to swing between the disks 1-1 H H and G G G respectively, and engage and act on the cams f so as to turn said disks back to their initial or starting pointsthat is, to zero, as regards the wheels G, and to seventy-five centimes, as regards the fare-indicating wheels H. Before this can be accomplished, however, it is essential that the pins g of the disks shall be released from the pawls x and g. This is effected by the engagement of the upper pin 6 with a pivoted curved rod or lever 8 (see Fig. 4,) the extremity of which engages the tail of a pawl q mounted on the slide-plate (l and normally pressed into engagement with said pins by a spring q. The lower edge of said slide-plate E, as indicated at 0 Fig. 3, as said plate descends engages the pin n on slide u, whereby the pawl 00 on said slide-plate u is thrown out of engagement with the pins g on disk G.

Lil

These two latter operations occur, as will be readily perceived, just before the engagement of the fingers of rakes s with the cams f IVhen the driver places the mechanism to Free, the plate E, as before stated, sinks and arrests the motion of the clock-train, because the nose j of the lever J is caused to place itself in front of the stop f, Fig. 2, because said lever J engages in the notch c in plate E. At the same time two levers T and U (see Fig. 1) prepare for the removal of the fraction of a kilometer which may have been started, and which the next hirer has not to pay for, since it has been charged against the previous hirer. A lever T, Fig. 1, pivoted at t, has its end engaged with a notch e of the plate E. Its other end is furnished with a pin 15 situated in the fork of a lever 41?, pivoted at m which is united to a hooked lever 00, the downward motion of which is guided by a pin 19 fixed to the plate. In its downward movement the hook c0 of the lever 50 slides upon one of the pins 1" of the wheel N, which pin finally passes above the nose of the hook. hen the signal Let is replaced, this hook at, as it rises again, draws with it the above hooked pin, and the wheel b turns. The lever 0 then returns to its starting position. A second lever U is likewise operated by the end a of the plate E. It is pivoted at a" and carries a small connecting-rod u which acts upon a lever 20. On the lever to is a jointed hook a constructed and acting like the lever 93 and pulling the disk m into position to begin operating on lever L. The other end U8 of the lever U is formed as an inclined plane, and as it rises it pushes the lever L to one side, thus releasing the con nection between the end piece Z and the pins m of the disk on, thus cutting off the distance-registering wheels Gr G G from the spindle K when the carriage is free.

The plate E at each operation acts on a pivoted lever 5 (see Figs. 1, 3, and t) provided with bifurcations s engaging a pivoted block 5 carrying a hammer s, which is thus set to vibrating, whereby a bell Y is sounded, as will be understood. Moreover, a pin 7" fixed on wheel (1 as seen in Fig. 4, engages a trip 0- pivoted on the frame F, the outer end of which strikes the said gong Y at each rotation of wheel (1 marking the addition of twenty-five centimes to the indicated fare. The slide D is also connected to an indicating-plate Z, (seen in Fig. 20,) which indicates through an opening in the side or end of the casing the condition in which the vehicle is at any given time, as Let, Free or By time.

In Fig. 20 I have shown the apparatus applied to a vehicle for use, together with the devices for communicating the motion of the vehicle to spindle K, before referred to. As

seen in this view, the operating-lever V is curved and pivoted at t to the casing, and is coupled to a link t the lower end of which is connected to the slide-plate D and to the indicating-plate Z. 011 the axle or hub of one of the rear Wheels of the carriage, Figs. 20 and 21, is mounted an endless screw r which transmits its movement to a rod o by means of a helicoidal gear '0 mounted on a movable jointed bracket 1 fixed to the aXle of the carriage, as seen in Fig. 22.

In order to provide for the various movements occasioned by the fleXure of the springs of the vehicle, the rod 0 is longitudinally movable in the bore of wheel c and hasa feather, as clearly seen in Fig. 23, which causes wheel and rod to rotate together. The other end of this red is connected by a universal joint v to a second rod o (see Figs. 2O, 24 and 25,) mounted in a bearing or support e fixed be- 11 eath the bed of the vehicle. This second rod 'L' is in turn connected by a universal joint 12 to a third red 11 and the latter rod is likewise connected by a universal joint e to the spindle K of the apparatus.

Instead of employing the universal joints for connecting the several rods together, it is evident that the ends of the rods maybe provided with bevel-gears l i as seen in Fig. 2G, or by the joint shown in Figs. 27 and 28, which consists of rings or links o formed on the ends of the rods and coupled together.

Having thus described my invention, I claim- 1.. In a vehicle fare and distance indicator, the combination of mechanism for indicating the fare to be paid, a spring gear-train adapted to drive the fare-indicating mechanism, and means independent of said gear train, for winding up said spring, a clock mechanism, means driven by the clock mechanism and adapted to periodically release said spring gear-train, distance mechanism operated by the movement of the vehicle also adapted to operate said releasing mechanism, means for setting the releasing mechanism in gear with the distance mechanism ,and means controlled by the speed at which the vehicle moves, for throwing said releasing mechanism out of gear with the clock mechanism whereby it is operated by the distance mechanism, substantially as described.

2. In a fare and distance indicator for vehicles, the combination of a casing, rotativelymounted indicating-disks, a slide mounted in guides in the casin g, a pin-wheel rotating with the wheels of the vehicle and adapted to intermittently reciprocate said slide, and means for actuating the disks from said slide, substantially as set forth.

3. The combination of a casin g, a screw-shaft rotatively mounted therein rotated by the wheels of the vehicle, a worm-wheel driven from the screw-shaft, a disk having a ratchet connection with the worm-wheel and provided with a series of pins, a lever pivoted in the casing to be engaged and moved by said pins, a spring-stop on the lever also adapted to be engaged by said pins, a slide connected to the lever and adapted to be moved thereby, and indicating mechanism actuated from the slide, substantially as set forth.

IIO

4. The combination of the casing, an operating-shaft, the wheel .2, geared to said shaft, the wheel 19 provided with pins, and driven from wheel a, a spring gear-train, a lever actuated from the pins on wheel 19 and controlling the spring gear-train, a slide actuated from the spring gear-train, and an indicatingdisk actuated from the slide, substantially as set forth.

5. The combination of a casing, indicating mechanism therein, a spring gear-train adapted to drive the indicating mechanism, a shaft driven from the vehicle-wheel, and mechanism actuated from the said shaft for releasing the said gear-train at intervals, substantially as set forth.

6. The combination of a casing, an operating-shaft, a wheel geared to said shaft, a spring gear-train, a lever actuated from the Wheel to release said gear-train, a slide mounted in guides in the casing, a cam actuated from the gear-train to move said slide, an illdicating-disk having a star-wheel and a pawl carried by the slide to engage and turn the star-wheel, substantially as set forth.

7. In a vehicle fare and distance register, the combination with the casing, of the lever V, sliding plate E actuated by said lever, and

levers T and U controlled by said plate E and engaging by suitable means With the pins of the time and distance ratchet-disks, and adapted to reset the same at the starting-point of the indicators when the vehicle is engaged, substantially as described.

8. The combination of a casing, an oper ating-shaft, a clock mechanism, an indicating mechanism, means including a clutch for controlling the indicating mechanism from the clock mechanism, a disk driven from the operating-shaft and provided with a series of pins, and lever mechanism adapted to be actuated by the clock mechanism, and actuating on the clutch-lever, a lever mechanism connected to the clutch and arranged in the path of the pins on said disk and adapted when the speed of the vehicle increases to be engaged by said pins and actuated to disengage said clutch, substantially as set forth.

9. The combination of a driver having means for rotating it, and adapted to support a record-slip, a point adapted to engage said slip on the drum, the jointed piece to actuate the point, the lever a adapted to operate the jointed piece,the worm-wheel gflmeans for driving the same and means for actuating the lever a from said wheel, substantially as set forth.

10. The combination of a drum adapted to support a record-slip, clock mechanism for driving the drum, a crayon adapted to engage a record-slip on the drum, and means comprising a notched rim on the drum, a pin adapted to engage said rim and pass through said notch and a spring, said means being adapted to shift the parts to cause the crayon to bear at different points transversely of the drum, substantially as set forth.

11. I11 a vehicle fare and distance register, the combination, with the casing, of the lever V, sliding plate E, leverU connected thereto and having an inclined end it adapted to engage with and push to one side the lever L so as to disengage the same from the pins m, and prevent the lever L from registering the distance when plate E is depressed, substantially as and for the purpose described.

12. In a vehicle fare and distance register, the combination, with the casin g, of the lever V, sliding plate E, lever U, the engaging means operated by lever U consisting of link if, lever u and hook 10 the releasing means consisting of the inclined plane a and lever L, and the ratcheted disk m provided with pins m normally engaging the lever L and adapted to be reset by the hook a substan tially as and for the purpose described.

13. The combination, in a vehicle fare and distance register, of a fare-indicating disk, sliding plate operating said disk, a cam operatin g said sliding plate, spring-actuated geartrain actuating said cam, a lever adapted to engage and hold said train from revolving, and a clock mechanism adapted to move said lever and release said gear-train, substantially as described.

In witness whereof I have signed my name in the presence of two subscribin g witnesses.

HENRI JONDET. Vitnesses:

Row. M. HOOPER, CHARLES MARDELET. 

